JP2008286298A - Caliper brake device for railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a caliper brake device for a railroad vehicle, operable by air pressure. <P>SOLUTION: This caliper brake device 1 for the railroad vehicle has a pneumatic cylinder 120 for pressing a brake shoe 70 to a disc rotor 6 by rotating a lever link 111, and has a link joint 200 rotatably connected to the lever link 111 and a spherical bearing 220 for rotatably connecting this link joint 200 to the pneumatic cylinder 120, and transmits the movement of the pneumatic cylinder 120 to the lever link 111 while rotating the link joint 200 when the respective lever links 111 rotate with a fulcrum pin 114 as a fulcrum in response to expansion operation of the pneumatic cylinder 120 in braking. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an improvement in a caliper brake device for a railway vehicle that applies a frictional force across a disc rotor formed on a side portion of a wheel.

  In recent years, in order to reduce or eliminate the hydraulic pressure source mounted on a railway vehicle, there is a tendency to change a brake device for braking a wheel from a hydraulic brake to a pneumatic brake.

  The hydraulic brake device disclosed in Patent Document 1 includes a link mechanism that doubles the driving force of the hydraulic cylinder based on the lever principle and transmits the hydraulic cylinder to the brake.

The pneumatic brake device disclosed in Patent Document 2 is provided with a link mechanism that doubles the driving force of the pneumatic cylinder and transmits the driving force to the braking device based on the lever principle.
JP 50-13777 A JP-A-4-54331

  However, as will be described later, in a floating type brake device for a railway vehicle that supports a caliper main body slidably via a slide pin, if the pneumatic cylinder is attached to the caliper main body, the device becomes larger, and the wheel and the vehicle There was a problem that it was difficult to provide in a limited space.

  The present invention has been made in view of the above problems, and an object thereof is to provide a caliper brake device for a railway vehicle that can be operated by a pneumatic cylinder.

  The present invention relates to a disk rotor formed on a side of a wheel, left and right brake members for applying a frictional force across the disk rotor, a caliper main body for supporting the left and right control wheels, and the caliper main body for a vehicle. Slide pin that is slidably supported with respect to the support frame on the side, a lever link that is supported so that its middle is rotatable with respect to the caliper body, and an air pressure that rotates the lever link to press the control member against the disc rotor. A caliper brake device for a railway vehicle comprising a cylinder, comprising: a link joint rotatably connected to a lever link; and a spherical bearing rotatably connecting the link joint to a pneumatic cylinder. When each lever link rotates with the fulcrum pin as a fulcrum as the lever moves, the link joint rotates and the pneumatic cylinder moves. A configuration to tell Korinku.

  According to the present invention, the braking force of the pneumatic cylinder is boosted by the lever principle and transmitted to the control device during braking, so that the driving force required for the pneumatic cylinder is reduced, and the caliper brake device for railway vehicles is pneumatically operated. It can be actuated by a cylinder.

  Since the link joint is rotated through the spherical bearing during braking and the movement of the pneumatic cylinder is transmitted to the lever link, the sliding resistance of the brake drive mechanism is reduced, and wear of the lever link and the like can be avoided.

  First, an example of a caliper brake device for a railway vehicle to which the present invention can be applied is shown in FIGS. 1A is a plan view of a caliper brake device 1 for a railway vehicle, FIG. 2 is a side view, and FIG. 3A is a front view. Here, three axes of X, Y, and Z orthogonal to each other are set, the X axis extends in the horizontal horizontal direction, the Y axis extends in the vertical direction, and the Z axis extends in the horizontal front-rear direction, and the configuration of the caliper brake device 1 is described. To do.

  The caliper brake device 1 sandwiches the disk rotor 6 of the wheel 5 between a pair of brake members 70 to brake the wheel 5. A brake drive mechanism 100 that presses one of the brake members 70 against the disk rotor 6 is provided. Prepare.

  The caliper brake device 1 includes a support frame 20 fixed on a carriage (not shown) of the vehicle, and a caliper body 10 supported via upper and lower slide pins 30 and 32 provided on the support frame 20.

  The caliper body 10 includes first and second caliper arm portions 12 and 14 that extend so as to straddle the disk rotor 6 of the wheel 5, and a yoke portion 29 that connects the first and second caliper arm portions 12 and 14. . A brake drive mechanism 100 that presses the brake member 70 is provided only on the first caliper arm portion 12 side, and this brake drive mechanism 100 is not provided on the second caliper arm portion 14. Therefore, the caliper body 10 is floatingly supported by the upper and lower slide pins 30 and 32 so as to be slidable in the X-axis direction.

  As shown in FIG. 3A, the caliper body 10 has bracket portions 15, 16, 17, 18, and both end portions of the upper slide pin 30 are supported by the bracket portions 15, 16. , 18 support both ends of the lower slide pin 32. The bracket portions 15, 16, 17, and 18 extend from the yoke portion 29 in the direction opposite to the first and second caliper arm portions 12 and 14.

  A rubber boot 9 is interposed between the bracket portions 15, 16, 17, 18 and the support frame 20, and the exposed portions of the upper and lower slide pins 30, 32 are protected from dust by the boot 9.

  A spherical bearing (not shown) is interposed between the upper slide pin 30 and the support frame 20, and supports the caliper body 10 so as to be slidable in the X-axis direction with respect to the support frame 20. The caliper body 10 is supported so as to be swingable around the Z axis. As a result, the caliper body 10 follows the swing of the wheel 5 with respect to the carriage, and each control element 70 faces the disk rotor 6 of the wheel 5 in parallel.

  Anchor blocks 60 are fastened to the upper and lower ends of the second caliper arm portion 14 via anchor bolts 62, and both end portions of the restrictor 70 are supported via anchor pins protruding from the anchor block 60.

  The adjusters 65 are fastened to the upper and lower ends of the first caliper arm portion 12 via anchor bolts 62, and both ends of the restrictor 70 are supported via the anchor pins 64 protruding from the adjuster 65.

  As shown in FIG. 4, the adjuster 65 includes a return spring 66 that urges the restrictor 70 away from the disk rotor 6, and a gap adjusting mechanism 67 that adjusts the gap between the restrictor 70 and the disk rotor 6 to be substantially constant. . When the brake is released, the brake member 70 is separated from the disk rotor 6 by the urging force of the return spring 66, and the gap with the disk rotor 6 is adjusted to be substantially constant by the gap adjusting mechanism 67.

  The caliper brake device 1 includes a brake drive mechanism 100 that presses one of the brake members 70 against the disc rotor 6 according to the lever principle.

  FIG. 1B is a cross-sectional view taken along the line AA in FIG. 2. As shown in FIG. 1, the brake drive mechanism 100 is a lever link 111 that is rotatably supported by the first caliper arm portion 12. And three pneumatic cylinders 120 that rotate the lever link 111 and press the control member 70 against the disc rotor 6.

  Note that the number of the lever links 111 and the pneumatic cylinders 120 is not limited to this, and may be increased or decreased according to a required braking force or the like.

  Each pneumatic cylinder 120 includes a cylindrical cylinder tube 150, a disk-shaped piston 123 slidably fitted inside the cylinder tube 150, and a pressure chamber defined between the cylinder tube 150 and the piston 123. 124. When pressurized air is introduced into the pressure chamber 124, the piston 123 moves in the direction protruding from the cylinder tube 150 about the X axis (rightward in FIG. 3).

  As shown in FIG. 1B, the cylinder tube 150 has a columnar base end portion 151, and the base end portion 151 is fixed by being fitted to the caliper body 10.

  As shown in FIG. 3B, the caliper body 10 is formed with three support holes 41, 42, 43, and the base end portions 151 of the cylinder tubes 150 are fitted into the support holes 41, 42, 43, respectively. Thus, each cylinder tube 150 is fixed to the caliper body 10.

  A passage (annular pneumatic passage) 140 that guides pressurized air to the pneumatic cylinder 120 is formed between the outer periphery of the base end portion 151 and the support holes 41, 42, 43.

  As shown in FIG. 1B, the cylinder tube 150 is formed with a through hole 154 that communicates the pressure chamber 124 and the passage 140. The through hole 154 communicates with the passage 140.

  As shown in FIG. 3 (b), the caliper body 10 has through holes 145, 146 connecting the support holes 41, 42, 43, and communicates with the support holes 43 at the lower end of the bracket portion 17. An inlet 141 that opens is formed, and a pipe 144 is connected to the inlet 141. The through holes 145 and 146 and the inlet 141 are arranged coaxially and are formed by machining.

  In FIG. 3B, reference numeral 143 denotes a pneumatic pressure source. Pressurized air from the pneumatic pressure source 143 is supplied to the pneumatic cylinder 120 via the switching valve 142 and suspended from the vehicle via a control valve (not shown). Supplied to the air spring. In response to a command from a controller (not shown), the switching valve 142 guides the pressurized air from the air pressure source 143 to each pneumatic cylinder 120 via the passage 140 during braking, and converts the atmospheric pressure to each air pressure via the passage 140 during non-braking. Guide to cylinder 120.

  The caliper body 10 is formed with a beam portion 19 that connects the upper and lower bracket portions 15 and 17, and a middle support hole 42 is formed in the beam portion 19 (see FIG. 3A). A beam portion is not formed between the other upper and lower bracket portions 16 and 18.

  The upper and lower support holes 41, 43 are formed in the upper and lower bracket portions 15, 17 of the caliper body 10, and are arranged coaxially with the upper and lower slide pins 30, 32. With the piston 123 removed when the upper and lower slide pins 30 and 32 are assembled, the upper and lower slide pins 30 and 32 are inserted into the support holes of the upper and lower bracket portions 15 and 17 from the support holes 41 and 43, respectively.

  As shown in FIG. 2, the piston 123 has a pair of bracket portions 125 protruding from the cylinder tube 150, and each force point pin 126 is inserted into each bracket portion 125, and the link rotation base end portion 112 is inserted into the force point pin 126. Engage.

  As shown in FIG. 1A, a link rotation base end portion 112 connected to a piston 123 of a pneumatic cylinder 120 via a force pin 126, and a link rotatably supported via a fulcrum pin 114. It has a support hole 115 and a link turning tip 116 extending behind the restrictor 70.

  As shown in FIG. 1B, each lever link 111 has a fulcrum pin 114 as its fulcrum, and an action point pin 134 at its link rotation tip 116 as its action point, and its link rotation base end 112. The force point pin 126 which is a connection point between the air cylinder 120 and the pneumatic cylinder 120 is the force point.

  A long hole 113 is formed in the link rotation base end portion 112, and a power point pin 126 is slidably inserted into the long hole 113.

  A link support hole 115 is formed in the middle of each lever link 111, and a common fulcrum pin 114 is slidably inserted into each link support hole 115. The fulcrum pin 114 is connected to the first caliper arm portion 12 of the caliper body 10 through a pair of brackets 117. Each bracket 117 is fastened to the first caliper arm portion 12 via a plurality of bolts 118.

  A mounting seat 33 for each bracket 117 is formed in the first caliper arm portion 12 so as to be recessed, and each lever link 111 is provided so as to extend in the Z-axis direction along the first caliper arm portion 12. It acts as a strength member that receives the reaction force of the brake wheel 70 during braking.

  A pneumatic cylinder 120 is provided coaxially with the upper and lower slide pins 30 and 32. As a result, as shown in FIG. 1B, the length of the force point (power point pin 126) and the fulcrum (fulcrum pin 114) of the lever link 111 is ensured to the maximum, and the lever link 111 doubles the force of the pneumatic cylinder 120. The force that drives the brake control 70 is increased.

  The first caliper arm portion 12 has a thickness in the X-axis direction around the bracket portions 15 and 17 larger than the thickness in the X-axis direction around the bracket portions 16 and 18 (see FIG. 1 (a)). The amount of deformation of the portions 15 and 17 is suppressed.

  A reinforcing rib 34 extending in the Z-axis direction is formed on the second caliper arm portion 14, and this reinforcing rib 34 functions as a reinforcing member that suppresses the amount of deformation that the second caliper arm portion 14 bends during braking.

  Each pneumatic cylinder 120 includes three sliding rods 130 that are slidably supported by the first caliper arm portion 12, and each sliding rod 130 is interposed between each link rotating tip portion 116 and the control wheel 70. Be dressed. When each link rotating tip 116 rotates in the direction approaching the restrictor 70 by the operation of the pneumatic cylinder 120, each sliding rod 130 moves in the X-axis direction and presses the restrictor 70 against the disc rotor 6.

  As shown in FIGS. 4 and 5, a support hole 31 extending in the X-axis direction is formed in the first caliper arm portion 12, and a slide rod 130 is slidably fitted into the support hole 31.

  The sliding rod 130 is formed in a columnar shape, and a disc-shaped flange 131 is connected to the tip portion thereof. The flange 131 is in contact with the back surface of the support rail 71. The restrictor 70 is inserted into the support rail 71 from below (Y-axis direction), and both ends thereof are supported via anchor pins 64.

  A receiving surface 132 is formed in a flat shape perpendicular to the X axis at the base end of the sliding rod 130, and a slider 133 that is slidably abutted on the receiving surface 132 is provided. Via the link pivoting tip 116 so as to be pivotable. A pair of support holes 135 into which the action point pins 134 are fitted are formed in the slider 133.

  When each link rotation tip 116 is rotated in the direction approaching the restrictor 70 by the operation of the pneumatic cylinder 120, the slider 133 slides in the Z-axis direction with respect to the receiving surface 132 of the slide rod 130 in the X-axis direction. Then, the restrictor 70 is pressed against the disc rotor 6 through the sliding rod 130.

  At the time of braking release, the atmospheric pressure is guided to each pneumatic cylinder 120 via the pipe 144 (see FIG. 3B), and the brake 70 is released from the disk rotor 6 by the urging force of the return spring 66 (see FIG. 4). Leave. As a result, the sliding rod 130 protrudes from the support hole 31 (see FIG. 4) of the first caliper arm portion 12 to rotate the lever link 111 via the slider 133, and the lever link 111 pushes the piston 123 into the cylinder tube 150. Yes.

  The piston 123 of each pneumatic cylinder 120 protrudes from the cylinder tube 150 by the air pressure guided through the piping 144 (see FIG. 3B) during braking, and each lever link 111 is supported by a fulcrum pin 114 (FIG. 1A). 1) (see FIG. 1A), and the link turning tip 116 (see FIG. 1A) presses the restrictor 70 against the disk rotor 6 via the slider 133 and the sliding rod 130. A frictional force is applied to the disk rotor 6 to brake the wheel 5.

  By the way, when each lever link 111 is rotated about the fulcrum pin 114 as the pneumatic cylinder 120 is extended during braking, the force point pin 126 slides with respect to the elongated hole 113 of the link rotation base end portion 112. For this reason, the friction generated in the sliding portion increases the sliding resistance of the brake drive mechanism 100, and the sliding portion may be worn.

  Therefore, the present invention is provided with a link joint 200 that is rotatably connected to the link rotation base end portion 112 of the lever link 111, and a spherical bearing 220 that rotatably connects the link joint 200 to the pneumatic cylinder 120. When each lever link 111 rotates with the fulcrum pin 114 as a fulcrum as the pneumatic cylinder 120 expands during braking, the link joint 200 rotates and the movement of the pneumatic cylinder 120 changes the link rotation base of the lever link 111. It is configured to transmit to the end portion 112.

  As a result, the sliding resistance of the brake drive mechanism 100 is reduced, and it is possible to avoid wear at the link rotation base end 112 of the lever link 111 and the like.

  Hereinafter, an embodiment of the caliper brake device 1 for a railway vehicle shown in FIGS. 6 and 7 will be described with respect to specific examples.

  The link joint 200 includes a bracket 201 and a block 205. The bracket 201 is formed with a screw portion 204, and the block 205 is formed with a screw hole 209. The screw portion 204 is screwed into the screw hole 209. By doing so, the bracket 201 and the block 205 are fastened together.

  A hole 202 is formed in the bracket 201 of the link joint 200, and a power point pin 126 is slidably inserted into the hole 202.

  A hole 119 is formed in the link rotation base end portion 112 of the lever link 111, and a power point pin 126 is fitted into the hole 119.

  In this way, the power point pin 126 rotatably connects the link joint 200 to the link rotation base end portion 112 of the lever link 111, and becomes the force point of the lever link 111.

  The piston 123 of the pneumatic cylinder 120 has an H-shaped cross section, and has a piston recess 161 that defines the pressure chamber 124 and a piston recess (bearing support hole) 162 in which the spherical bearing 220 is accommodated. A disc-shaped partition wall 163 is formed between the recesses 161 and 162.

  A seal ring 128 is interposed on the inner periphery of the cylinder tube 150, and the pressure chamber 124 is sealed by the seal ring 128 being in sliding contact with the outer peripheral surface of the piston 123.

  The spherical bearing 220 includes a spherical convex bearing 221 attached to the block 205 of the link joint 200 and a spherical concave bearing 225 attached to the piston 123 of the pneumatic cylinder 120.

  The outer peripheral surface 222 of the spherical convex bearing 221 and the inner peripheral surface 226 of the spherical concave bearing 225 are each curved in a spherical shape, and come into sliding contact with each other when the link joint 200 rotates with respect to the pneumatic cylinder 120 and the lever link 111.

  The inner peripheral surface of the ring-shaped spherical convex bearing 221 is fitted to the outer peripheral surface of the block 205, and is sandwiched between the flange portion 207 of the block 205 and the spacer 223. The ring-shaped spacer 223 is fitted to the outer peripheral surface of the block 205 and is prevented from coming off via the snap ring 224.

  The link joint 200 is supported with respect to the pneumatic cylinder 120 so as to be able to advance and retract. As a means for supporting the link joint 200 on the pneumatic cylinder 120, the piston 123 is formed with a cylindrical inner peripheral surface 127, while the spherical concave bearing 225 is formed with a cylindrical outer peripheral surface 228, and this outer peripheral surface 228 is formed. Is slidably fitted to the inner peripheral surface 127 of the link joint 200. Accordingly, the link joint 200 is supported so as to be movable (movable back and forth) in the axial direction (Z-axis direction) of the link joint 200 with respect to the pneumatic cylinder 120.

  A snap ring 129 is attached to the inner peripheral surface 127 of the piston recess 162 and is prevented from coming off by the snap ring 129. The link joint 200 (spherical bearing 220) moves in the Z-axis direction between the snap ring 129 and the piston partition wall 163.

  The spherical convex bearing 221 may be supported so as to be movable with respect to the block 205 as a means for supporting the link joint 200 so as to be movable back and forth with respect to the pneumatic cylinder 120.

  A partition wall 163 is formed on the piston 123 of the pneumatic cylinder 120 as a reaction force receiving portion that supports the link joint 200. As shown in FIG. 8B, the partition wall (reaction force receiving portion) 163 faces the end surface of the block 205, and the link joint 200 is rotated with respect to the pneumatic cylinder 120 via the spherical bearing 60. The block 205 is brought into contact, and the link joint 200 is supported so as not to move backward in the Z-axis direction.

  The caliper brake device 1 is configured as described above, and the operation thereof will be described next. 8A and 8B show the operations of the pneumatic cylinder 60, the link joint 200, and the lever link 111, and the cross-sections with hatching in the figure indicate the pressure chambers 124. FIG.

  When the brake is released, the air pressure guided to the pressure chamber 124 is kept low, and the restrictor 7 is separated from the disk 6 by the urging force of the return spring (66), and the lever link 111 is moved via the slider 133 and the slide rod 130. Follow. Accordingly, as shown in FIG. 8A, the lever link 111 rotates around the fulcrum pin 114 as a fulcrum, and the piston 123 is accommodated in the cylinder tube 150 via the link joint 200.

  When braking, the air pressure guided to the pressure chamber 124 rises, so that the piston 123 projects from the cylinder tube 150 as shown in FIG. 8B, and the link joint 200 links the movement of the piston 123 to the link of the lever link 111. The pivot link 111 rotates about the fulcrum pin 114 as a fulcrum, and the link rotation distal end 116 presses the control member 70 against the disk rotor 6 via the slider 133 and the sliding rod 130 to control the rotation. The wheel 70 applies a frictional force to the disc rotor 6 and brakes the wheel 5.

  The driving force of the pneumatic cylinder 120 is boosted by the lever principle and transmitted to the control 70 by the lever principle, so that the driving force required for the pneumatic cylinder 120 can be reduced and the pneumatic cylinder 120 can be operated by air pressure. It becomes.

  As the pneumatic cylinder 120 is extended, each lever link 111 rotates about the fulcrum pin 114 as a fulcrum. During braking as described above, the link joint 200 rotates through the spherical bearing 220 and the movement of the pneumatic cylinder 120 is changed. By transmitting to the link rotation base end 112 of 111, the sliding resistance of the brake drive mechanism 100 is reduced, and it is possible to avoid wear on the link rotation base end 112 of the lever link 111 and the like.

  A structure in which the lever link 111 is rotatably supported by the caliper body 10 that is slidably supported by the support frame 20 on the cart (vehicle) side via the upper and lower slide pins 30 and 32 (see FIG. 3A). Thus, the pneumatic cylinder 120 can be reduced in size and the apparatus can be made compact, and can be provided in a limited space between the wheel 5 and the carriage.

  In the present embodiment, the disk rotor 6 formed on the side of the wheel 5, the left and right brake members 70 that apply frictional force across the disk rotor 6, and the caliper body 10 that supports the left and right brake members 70. And upper and lower slide pins 30 and 32 for slidably supporting the caliper body 10 with respect to the support frame 20 on the vehicle side, and a teco link 111 whose middle is rotatably supported with respect to the caliper body 10. A caliper brake device 1 for a railway vehicle comprising a pneumatic cylinder 120 that rotates the lever link 111 and presses the brake member 70 against the disc rotor 6, and a link joint 200 that is rotatably connected to the lever link 111; Since the link joint 200 is provided with a spherical bearing 220 that rotatably connects to the pneumatic cylinder 120, the driving force of the pneumatic cylinder 120 is increased. When the link 111 is boosted by the lever principle and transmitted to the brake 70, the driving force required for the pneumatic cylinder 120 can be reduced, and the pneumatic cylinder 120 can be operated by air pressure. This makes it possible to reduce or eliminate the hydraulic pressure source, reducing the weight of the vehicle.

  Then, during braking in which each lever link 111 rotates with the fulcrum pin 114 as a fulcrum as the pneumatic cylinder 120 is extended, the link joint 200 transmits the movement of the pneumatic cylinder 120 to the lever link 111 while rotating. The sliding resistance of the brake drive mechanism 100 is reduced, and it is possible to avoid wear on the lever link 111 and the like.

  In the present embodiment, the pneumatic cylinder 120 includes a disk-shaped piston 123, a cylinder tube 150 into which the piston 123 is slidably fitted, and a pressure defined between the cylinder tube 150 and the piston 123. Chamber 124, and piston recess (bearing support hole) 162 for accommodating spherical bearing 220 is formed in piston 123, so that the device can be made compact and can be provided in a limited space between wheel 5 and the carriage. It becomes.

  In the present embodiment, the link joint 200 is supported so as to be movable back and forth with respect to the piston 123, and the partition wall (reaction force receiving portion) 163 that supports the reaction force acting on the link joint 200 during braking is formed on the piston 123. The link joint 200 advances and retreats with respect to the piston 123, and the reaction force acting on the link joint 200 is received by the partition wall (reaction force receiving portion) 163 formed on the piston 123, so that the support rigidity of the link joint 200 is sufficiently ensured. .

  Next, another embodiment shown in FIG. 9 will be described. This has basically the same configuration as the embodiment shown in FIGS. 6 to 8, and only different parts will be described. In addition, the same code | symbol is attached | subjected to the same structure part as the said embodiment.

  In the present embodiment, the spherical bearing 220 functions as a piston constituting the pneumatic cylinder 120.

  The outer circumferential surface 241 of the spherical concave bearing 225 is slidably fitted inside the cylinder tube 150, and a pressure chamber 124 is defined between the spherical concave bearing 225 and the cylinder tube 150.

  A seal ring 242 is interposed on the outer periphery of the spherical concave bearing 225, and the pressure chamber 124 is sealed by the seal ring 242 being in sliding contact with the inner peripheral surface of the cylinder tube 150.

  The spherical bearing 220 includes a spherical concave bearing 225 and a spherical convex bearing 221, and when the link joint 200 rotates with respect to the pneumatic cylinder 120 and the lever link 111, the outer peripheral surface 222 of the spherical convex bearing 221 and the spherical concave bearing 225 The peripheral surfaces 226 are in sliding contact with each other.

  A bellows 243 is interposed between the spherical concave bearing 225 and the block 205 of the link joint 200, and the space between the spherical concave bearing 225 and the block 205 is sealed by the bellows 243.

  The bellows 243 is formed in a ring shape by an elastic material such as rubber, and its outer peripheral end is attached to a groove 244 formed on the side of the spherical concave bearing 225, and its inner peripheral end is attached to the flange 207 of the block 205. It is attached to the formed groove 245.

  In the present embodiment, the pneumatic cylinder 120 includes a disk-shaped piston and a cylinder tube 150 that defines a pressure chamber 124 between the piston, and the spherical bearing 220 is slidable on the cylinder tube 150. The spherical concave bearing 225 fitted to the link joint 200 and the spherical convex bearing 221 attached to the link joint 200. The spherical bearing 220 serves as a piston constituting the pneumatic cylinder 120. It becomes possible to provide in the limited space between 5 and the carriage.

  In the present embodiment, since the bellows 243 interposed between the spherical concave bearing 225 and the spherical convex bearing 221 is provided, the pressure chamber 124 is sealed by the bellows 243, and the spherical bearing 220 is the piston of the piston constituting the pneumatic cylinder 120. Can fulfill the function.

  The present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

The top view of the caliper brake device for rail vehicles to which this invention is applied. Similarly side view. Similarly front view. Sectional drawing which follows the CC line of FIG. The exploded view of a brake drive mechanism. The top view of the caliper brake device for rail vehicles which shows embodiment of this invention. Sectional drawing of a pneumatic cylinder etc. similarly. The top view which similarly shows an operation state. Sectional drawing, such as a pneumatic cylinder, which shows other embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railcar caliper brake device 5 Wheel 6 Disc rotor 10 Caliper main body 12 1st caliper arm part 14 2nd caliper arm part 15-18 Bracket part 20 Support frame 30 Upper slide pin 32 Lower slide pin 70 Control element 111 Teco link 112 Link Rotating base end 115 Link support hole 116 Link rotating tip 120 Pneumatic cylinder 123 Piston 124 Pressure chamber 126 Force point pin 134 Action point pin 150 Cylinder tube 162 Piston recess (bearing support hole)
163 Bulkhead (Reaction force receiving part)
200 Link joint 220 Spherical bearing 221 Spherical convex bearing 225 Spherical concave bearing

Claims (5)

A disc rotor formed on the side of the wheel;
The left and right brake members that apply friction force across the disk rotor,
A caliper body that supports the left and right control members,
A slide pin that slidably supports the caliper body with respect to the support frame on the vehicle side;
Tecolink whose middle is pivotably supported with respect to the caliper body,
A caliper brake device for a railway vehicle comprising a pneumatic cylinder that rotates the lever link and presses the brake device against the disk rotor,
A link joint rotatably connected to the lever link;
A caliper brake device for a railway vehicle comprising a spherical bearing that rotatably connects the link joint to the pneumatic cylinder. The pneumatic cylinder is
A disc-shaped piston,
A cylinder tube for slidably fitting the piston;
A pressure chamber defined between the cylinder tube and the piston;
The caliper brake device for a railway vehicle according to claim 1, wherein a bearing support hole for accommodating the spherical bearing is formed in the piston. The link joint is supported so as to be movable back and forth with respect to the piston,
The caliper brake device for a railway vehicle according to claim 2, wherein a reaction force receiving portion for supporting a reaction force acting on the link joint during braking is formed on the piston. The pneumatic cylinder is
A disc-shaped piston,
While comprising a cylinder tube that defines a pressure chamber between the piston and
The spherical bearing is
A spherical concave bearing that is slidably fitted to the cylinder tube;
A spherical convex bearing attached to the link joint;
The caliper brake device for a railway vehicle according to claim 1, wherein the spherical bearing functions as the piston constituting the pneumatic cylinder.   The caliper brake device for a railway vehicle according to claim 4, further comprising a bellows interposed between the spherical concave bearing and the spherical convex bearing.